Internal-combustion engine.



E. CANE DY INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 7. 1910.

Patented Oct. 19, 1915.

5 $HEETSSHEET I.

c0.. WASHINGTON n c E. CANEDY.

- INTERNAL COMBUSTION ENGINE.

APPLICATION FILED.DEC. 7. I9IO. 1,156,886 Patented 00t.19, 1915.

5 SHEETSSHEET 2- COLUMBIA PLANOCIRAPH c0.. WASHINGTON, n. c.

E. CANEDY.

INTERNAL COMBUSTION ENGINE.

APPLICATION HLED DEC-1 I910. 1,156,886, Patented 0ct.19, 1915.

5 SHEETS-SHEET 3.

Iafj

Q M mjrf '4.

E. CANEDY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC-7,1910.

1,156,886. Patented 001;. 19, 1915.

5 SHEETS-SHEET 4.

E. CANEDY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 0507,1910.

1,156,886. Patented O0t.19,1915.

5 SHEETS-SHEET 5.

UNITE ss 1 r EARL CANEDY, or CHICAGO HEIGHTS, rumors, ASSIGNOR T0 KEWANEE "WATER IQ. I

Specification of Letters Patent.

INTERNAL-COMBUSTION ENGINE.

Patented-Oct.19,1915.

Application filed. December '7, 1910. Serial No. 596,024.

To. all whom it may concern:

Be it known that I, EARL GAN-EDY, a citizen of the United States, residing at Chicago Heights, county of Cook, and State of Illinois, have invented new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.,

My invention relates to improvements in internal combustion engines, with'especial referencev to pumping engines.

The objects of my invention are to provide a compactstructure and to provide efficient governing mechanism, which will not only regulate the speed of theengine more efficiently than the governors heretofore employed, but will have increased durability in those parts which in the ordinary engine are most subject to wear and breakage.

A further object of my invention is to provide improved circuit closing mechanism for the primary or battery circuit, which will be controlled in part by the governor in such a manner that the circuit will be automatically broken, while the speed of the engine is being checked by the operation of the governor.

In the following description, reference is had to the accompanying drawings, in which Figure 1 is a side view of a pumpingengine embodying my invention. Fig. 2 1s a plan view of the same. Fig. 3 is an enlarged detail plan view of, the governing mecha: nism andspark controlling device. Fig. 4: is a rear elevation of the same, part in section. Fig. 5 is a-detail view in vertical section, showing the cam shaft and its actuating wheel, circuit closer and. timing lever.

Fig. 6 is a diagram of the electrical connections. Fig. 7 is a detailviewof the outer side of the fly wheel, showing the spring retracted crank.

' Like parts are identified by the erence characters throughout the several views.] The various parts of my improved pumping engine are so organized as to provide a compact structure, in which all rotating parts are completely balanced, the engine being of such form that it can be mounted upon a bed 1,'which is supported in a raised position by a frame 2. The piston in the engine cylinder 4 transmits its motion to the pump 5, through the connecting rod 6,

same ref crank7, crank shaft 8, pinion 9, gear wheel 10,6diiven crank shaft 11, crank 12 and connecting rod 13 of the pump. The engine 7 cylinder .4 and pump cylinder 5 are parallel with eachother and mounted upon the same end of the bed 1.. i

The specific design of the engine proper and also that of the pump is not essential.

The valve mechanism of the engine is located in an auxiliary casing 14, which may be formed integrally with the engine cylinder, and which is preferably disposed between the engine cylinder 4 and pump cylinder 5. The valves, together with the mixing chamber and exhaust ports, are not specifically illustrated, but it will be under- 7 stood that these parts may be of any ordinary construction. vThe valve stem 16 of the exhaust valve, however, projects through a bushing 17, which is removably inserted in suitable apertures in the casing 14:, so that when the bushing becomes worn, 'it can be removed and replaced'by a fresh bushing,

in which the valve stem 16 will snugly fit.

shaft 8 to the valve stem 16 of the exhaust valve, through the'pinion 24, gear wheel 26,

cam shaft 2 7, cam 28, (Fig. 5), and cam actuated rod 29. The rod 29 is provided wlth a collar 30, against which a cushion spring 31 seats with the other end of the spring bearingagainst a sleeve 32 connected with the collar 20, and embracing the abutting ends of the rod 29 and valve stem 16. When the cam '28 pushes upon the rod 29 in the direction'of rod 16, the pressure of the rod upon the spring 31 is transmitted to the sleeve 32 and collar 20,.wherebypressure is applied to the spring 23 before the rod 29 comes into'actual contact with the valve stem 16. This prevents the rod 29 from hammering the end of valve rod 16.

The governing weights 35 arejsupported by pivot pins 36 on the respective sides of the shaft 8 by means of a collar 37, which is rigidly secured to the shaft, and provided with suitable arms 38, through which said pivot pins 36 extend. A sleeve 40 is mounted loosely upon the crank shaft 8 and ex tends between the pivot pins 36'to a point within thearms of the governing weights, where this sleeve is provided with a flange 42. A collar 4:4 is mounted upon the sleeve 40, and is free to rotate thereon. The governing weights are provided with inwardly projecting arms 46, which extend into proximity with the sleeve 40 and are provided with'bearing faces 48 between which and the flange 12, the loose collar 44: is interposed. Projections 4:7 on the collar 14: en gage the ends of the governing arms 4:6, whereby the collar is positively actuated from the governor arms and rotates with them, thus avoiding all wear except upon the contacting faces of the collar 44: and flange 1-2. On the opposite side of the collar 37 from that occupied by the sleeve 10, the governing weights 35 are connected by springs 50, one on each side of the shaft 8, and when the speed of the shaft 8 is such that the weights 35 move outwardly by centrifugal force against the tension of the springs 50, the bearingsurfaces 48 of the arms 46 will bear upon the collar 44:, and the motion thus developed, will be transmitted through said collar to the flange 4L2 and sleeve 40, moving the latter longitudinally along the shaft 8. This movement is utilized to control the speed of the engine.

' The speed of the engine is directly controlled by a trip lever 55, acting in connection with a trip catch'56 to prevent the retractive movement of the rod 29 and hold the exhaust valve open during the suction stroke. The engine is of the common type, in which the gasolene is drawn into the mixing chamber by suction and therefore when the exhaust valve is held open, no gasolene will be delivered to the mixing chamber. The trip catch 56 is fast upon the rod 29 and is provided with a notch 60, having an inclined or beveled seating face for the trip lever latch plate 62, whereby when the latch plate 62 moves into the path of the adjacent margin of the catch plate 56, it will readily seat in said notch 60.

The trip lever 55 is pivotally supported intermediate of its ends, upon the frame member 61, and the power arm of the lever extends above and across the line of the shaft 8 with the extremity loosely engaged by a guide pin 65, said pin preferably extending through a hole in this arm of the lever. The pin 65 is providedwith a nut or head 67, between which and the extremity of the lever 55, a spring 68 is interposed, which spring tends to hold the lever 55 with the latch plate 62 in a retracted position. The lever 55 is provided with an arm 70, which loosely engages in a recess or slot 72 in the governor actuated sleeve 40, (Fig. 3.) This slot 7 2 is of sufiicient size with reference to the arm 70, that the trip lever 55 is permitted to move independently into a seating engagement in notch 60, whenever the goverof the trip lever 55, but of the sleeve 40, and

the movement of the sleeve 40 thus produced, would suddenly relieve a portion of the re sistance to the pressure of the governing weights with a resultant shock before equilibrium could be restored.

The electrical control of the engine will be easily understood from the diagrammatic view furnished in Fig. 6, taken in connection with Figs. 1 and 5. The batteries are located underneath the bed 1 and within the frame 2, which is preferably an open frame with a floor in one portion thereof, adapted to support the batteries and the gasolene tank 81. The usual spark coil 83 and spark plug 8 1 are employed for the ignition of the gases in the engine cylinder. The primary circuit of the batteries is in my improved construction established through the conductor 86, the primary of the spark coil 83, conductor 87, contact clip 88, fork 89, the frame of the engine, ball contact 90, timer contact 91, timer lever 92, and conductor 93.

Two of the features of the above described battery circuit require morespecific description, and are believed to be novel. One of these is the provision of the ball switch 90 in connection with the timer contact 91. Referring to Fig. 5, it will be observed that the ball 90 is seated in a bushing-95 mounted in the web of the gear wheel 26. This bushing 95 has its margins inturned at 97 to form a retaining socket for the ball, which is held in said socket by a spring 98 with the periphery of the ball projecting slightly through the aperture between the inturned margins 97 of the bushing. A timer lever 92 is provided with a removable contact iece 91, having a rounded surface with which the ball 90 contacts, once during each revolution of the wheel 26. The timer lever is formed integrally with a sleeve 99, which extends into the frame bearing 100 and has sufiicient frictional contact with the bearing member 100 to hold the timer lever in any desired position of adjustment. It will of course be understood that the contact member 91 is insulated from the lever 92. A spring arm 102, however, is electrically connected with this contact member 91 and may be manually pressed against a contact projection 103, to close the circuit whenever it is desired to test the igniter, thereby avoiding the necessity of cranking the engine for this purpose. In order to close the circuit, however, it is necessary that the rod 29 be in retracted position with the exhaust valve closed and the fork 89, (Fig. 6) in contact with the contact plate or clip 88. It therefore follows that when the trip lever is in position with the latch 62 engaging catch 56 to hold the exhaust valve open, the fork 89 will be kept out of engagement with the contact clip 88 and thus prevent sparking,

except when explosive charges are delivered to the fly wheel, or to a position of non use,

in which the crank arm is folded into a recess 107 formed in the side of the fly wheel. A spring 108, coiled about the pintle 106, tends to hold the crank arm in the position of non-use and automatically restores itto such position after it has been manually pulled out and used. -This crank arm has a weight which equals the weight of the metal which would occupy the recess 107, ifthis feature of my invention were omitted. The presence of the crank arm, therefore, does not destroy the balance of the fly wheel. This feature of balancing the more rapidly rotating parts of an engine, is an important one, and I therefore arrange the governing weights 35 so that they will be accurately balanced upon the shaft 8. I also provide counterweights 109 upon the crank 7, (Fig. 1), for the same purpose.

While I have described my invention with specific reference to pumping engines, it will be understood that the improvements are largely applicable to any form of internal combustion engines, or any apparatus of the general class to which such engines relate.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In apparatus of the described class, the combination with an internal combustion engine, including a crank shaft, valve operating and igniting mechanism, of a set of speed governing weights fulcrumed to said shaft and adapted to rotate therewlth, a

non rotatable member movable along the shaft and provided with a flange encircling the shaft, a loose collar encircling sald member and shaft and adapted to be gine, said longitudinally movable member and trip lever-being otherwise free to move independently of the valve operating mechanism. j

2. In apparatus of the described class, the combinationwith an internal combustion engine and shaft, of a sleeve loosely mounted thereon, and movablelongitudinally, a collar loose on the sleeve, a flange fast on the sleeve, against which the collar may move, a set of governing weights pivotally supported from the shaft, and adapted to actuate the collar and sleeve, a projection on said collar loosely engaged by the governing weights, to rotate the collar, and means for control the speed of the engine.

, 3. In apparatus of the described class, the

combination with an internal combustion engi-ne including an exhaust valve, ignition circuit and piston operated shaft, of a sleeve loosely mounted on the shaft, and movable longitudinally, a collar loose on the sleeve,

a flange fast on the sleeve, against-which the collar may move, a set of governing weights by the governing Weights, to rotate the colv lar, and means for transmitting the motion of said sleeve to control the speed of the engine, said motion'trans'mitting means comprising a member for opening theexhaust valve, a trip lever loosely engaged by said sleeve and adapted when actuated by the sleeve to speed checking position to engage said member and hold the exhaust valve of the engine in open position, and means connected with said trip lever for controlling an igniter circuit.

1. In apparatus of the described class, the combination with an internal combustion engine provided with an exhaust valve, of an engine shaft, a sleeve loosely mounted thereon, and movable longitudinally, a collar loose on the sleeve, a flange fast on the sleeve, against which the collar may move, a set of governing weights pivotally supported from the shaft, and adapted to actuate the collar and sleeve, a pro ection on said collar loosely engaged by the governing weights to rotate the collar, and means for transmitting the motion of said sleeve'to control the speed of the engine, said motion transmitting means comprising a latch and catch trip mechanism controlling the exhaust valve of the engine, and including a lever loosely en gaged by said sleeve, said lever being free to move independently to a limited extent when being actuated to speed checking position.

5. In an internal combustion engine, having a valve controlling rod provided with a catch plate, the combination with the catch plate of a spring retracted trip lever having 80 transmltting the motion of said sleeve to a beveled seating end, adapted to engage in a notch in the catch plate, and speed controlled means for actuating said lever into engagement with the catch plate; said speed controlled means including a free moving non-rotatable sliding member provided with a slot in which the trip lever loosely engages; said trio lever being free to move in dependently of the actuating means into the catch plate notch when its oeveled end. is engaged by said plate.

6. In an internal combustion engine hav ing a valve controlling rod provided with a recessed catch plate, the combination with the catch plate, of a trip lever having a seating end adapted to engage the catch plate, a rotary crank shaft, centrifugal governing weights mounted thereon, and a non-rotatable sleeve on said shaft, movable longitudlnally by the governing weights; said sleeve having a slot therein and said trip lever having an arm loosely engaged in said slot and free to move to a limited extent therein.

7. In an internal combustion engine having a valve controlling rod provided with a recessed catch plate, the combination with the catch plate, of a trip lever having a seating end adapted to engage the catch plate, a rotary crank shaft, centrifugal governing weightsinounted thereon, and a nonrotatable sleeve on said shaft, movable longitudinally by the governing weights; said sleeve having a slot therein and said trip lever having an arm engaged in said slot, to gether with a spring cushion normally holding the trip lever with its seating end out of seating position.

8.111 an internal combustion engine the combination with an igniter circuit and a valve controlling rod provided with a recessed catch plate, of a trip lever having a seating end adapted to engage the catch plate, a rotary crank shaft, centrifugal governing weights mounted thereon, and a non rotatable sleeve on said shaft, movable longitudinally by the governing weights; said sleeve having a slot therein and said trip lever having an arm loosely engaged in said slot and free to move to a limited extent therein, together with means connected with the valve controlling rod for partially connecting up the igniter circuit.

9. In an internal combustion engine, the combination with an igniter circuit, valve and a valve controlling rod provided with a recessed catch plate, of a trip lever having a seating end adapted to engage the catch plate, a rotary crank shaft, centrifugal governing weights mounted thereon, and a non-rotatable sleeve on said shaft, movable longitudinally'by the governing weights; said sleeve having a slot therein and said trip lever having an arm loosely engaged in said slot and free to move to a limited extent therein, together with means connected with the valve controlling rod for connecting up a portion of the igniter circuit simultaneously with the closing of the valve, a cam shaft for normally actuating said rod, and a circuit closer operatively connected therewith for completing the igniter circuit once during each revolution of the cam shaft, except when the trip lever is in engagement with said catch.

10. An internal combustion engine, including the combination of a shaft, a set of governing weights pivotally connected therewith and adapted to move outwardly by centrifugal force, tangentially project ing arms connected with said governing weights, a loose collar encircling said shaft in a position to be engaged by said arms, an engine controlling trip, and a freely moving sleeve loosely connected with the trip and adapted to be frictionally engaged and actuated by said collar, said sleeve being otherwise free and sensitive to outward movements of the governing weights.

In testimony whereof I afliX my signature in the presence of two witnesses.

EARL CANEDY.

\Vitnesses F. G. Roenns, Miss A. REGAN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Eatents, Washington, I). C. 

